Transmission mechanism



Oct 29, 1935- w. T. lvl-:RMORE 2,019,146

TRANSMISS ION MECHANI SM Filed Oct. 22, 1929 3 Sheets-Sheet 1 ct. 29, 1935. W T |VERM0RE 2,019,146

' TRANSMISSION MEGHANISM Filed OCT.. 22, 1929 3 Sheets-Sheet 2 `Paten-ted Oct. 29, 1935 UNITED STATES PATENT GFFICE 29 Claims.

This invention relates to vehicle transmission and in particular to a type in which the change of gear ratio is provided by mechanism having individual clutches for the various ratios.

6 The chief object of my invention is to provide a transmission, the ratio of which may be altered without as much loss of time in the operation of changing the gear ratio as is at present consumed in th' standard type of construction and 10 without the clashing of gears. Also, my improved mechanism provides a more nearly uninterrupted flow of power during acceleration of the vehicle and consequently requires less time to get the vehicle up to the desired speed.

` Another important object of my invention is to substantially eliminate gear shifting to provide the speed ratios desired, the operation of providing the shift from one speed to another being very much simplified.

A further object of my invention is to provide a transmission particularly adapted for use in automotive vehicles in which the various gear ratios between the engine and rear or drive axle are controlled by individual clutches which cause the engine power to be diverted through the proper gears to obtain the desired ratio.

A still further object of my invention is to provide clutches `which are controlled by pistons, bellows or the like which are actuated by fluid or air pressure, the gear change being accomplished by suitable operation of a valve which permits pressure to act upon the bellows corresponding to the desired change of gear ratio.

Other important objects of my invention as employed in a fluid pressure controlled transmission are, the use of dry plate clutches which are located exteriorly of the gear casing whereby they can be readily changed or otherwise operated upon without necessity of taking apart the trans- 40 mission casing.

It is a further object of my invention to apply in a fluid or air pressure controlled transmission, bellows which are expandable under pressure to obtain the gear drive and clutch movement necessary in the change from one driving speed to another, and a separately operated clutch for use in connection with all of the gear ratio changes. I also employ a special valve for gradual pressure application to the bellows for admitting the 50 fluid under pressure from an air cushioned compression chamber, these features all being combined to produce a gear operated mechanism or transmission unit which is silent in operation, convenient in use, reduces the wear and tear on the vehicle by eliminating quick, jolting starts or (Cl. 'I4-364) changes from one speed to another which is common in the manual gear shift employing levers.

With the foregoing and other objects in view, which will vappear as the description proceeds, the invention resides in the combination and ar- 5 rangement of parts and in the details 'of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of theinvention herein disclosed may be made within the scope of what is claimed without departing from the spirit of the invention.

` In the accompanying drawings:

Figure 1 is a view in side elevation-of a transmission casing and operating parts constructed in accordance with my invention.

Figure 2 is a view in sectional elevation, the section being taken substantially on the line 2-2 of Figure 3 and showing the internal working i parts of one set of gearing which illustrates the operation of my device.

Figure 3 is a section taken substantially on the line 3-3 of Figure 1 and illustrates the gear shaft and gear arrangement through the medium of which the various speed ratios are obtained in the operation of a motor vehicle.

Figu're 4 is a top plan view, the same being shown in section to illustrate the arrangementl of the shafts and gearing.

Figure 5 is an end view of the clutch and casing arrangement as illustrated in Figure 1.

Figure 6 is a fragmentary view in section illustrating the type of clutch employed in my mechanism.

Figure 7 is a diagrammatic view illustrating the means for automatically controlling the position of the control valve.

Referring to the drawings in detail and in particular to Figures 2, 3 and 4; 5 indicates a gear casing in which is housed the various gear carrying shafts 6, 1, 8 and 9 and Ill, the latter con- 40 stituting the main drive shaft which, at one end has secured thereto exterior of the housing 5, the drum portion II of a clutch. The clutches as used in my construction are preferably of the dry plate type and make use of three or more 45 plates or sufcient number of plates so that the load to be driven may be successfully accommodated by the plate area, the plates being multiplied in number to obtain the desired area. The drum I I of the clutch is provided with suitable 50 keys I2 over which slip the serrated, inner circumferences of the alternate plates or disks I3, the intermediate plates- I4 being serrated on their outer circumference to engage the keys I5 provided on theinner wall of the clutch outer mem- 65 ber I6 which, as illustrated in Figure 2 may be secured in any manner to the ily wheel I1 indicated in outline. The construction of the plates I3 and I4 is well known, they being so warped that they will have a tendency to spring apart 'when freed of pressure but are so arranged that they will have close contact and will afford a driving connection when pressure is applied thereto through the medium of a pressure disk I8 whose peripheral edge is oset so that it may pass between the clutch outer member I6 and the hub member II.

Through the medium of the keys I2 and I5, a drive transmission is afforded from the fly wheel to the hub II and the hub being secured on the end of the shaft I0 through the medium of the nut I9 and a suitable key will cause constant operation of the drive shaft I0 while the motor of the engine is running constituting what is termed a direct drive, when the clutch disks are forced into contact with each other. One end of the shaft I0 is provided with a suitable ange member 20 which is secured to the propeller shaft of the vehicle. This end of the shaft I0 is joumalled in an extended portion 2| of the casing 5 and extends through a bushing 22 operable within the roller bearing 23. 'Ihe shaft I0 has keyed thereto as at 24, a driven gear 25, whose hub is journalled in the ball bearing 26 suitably mounted within the casing 5.

The shaft I0 supports adjacent the gear 25 a ball bearing 21 over which ts one end of a sleeve 28. This sleeve has secured thereto the gear 29 and the gear 30, these gears 29 and 30 being secured together through the medium of suitable bolts passing through the ange 3l formed on the sleeve 28.

- The sleeve is provided with teeth 32 intermediate its ends and has splined thereto in the usual manner, the clutch member I8. The end of the clutch member I8 is engaged by the spring 33, the end of which is secured to or presses against a washer 34 held on the end of the sleeve 28 so that the clutch disk member I8 through the action of the spring 33 is held normally disengaged from the clutch plate I3 adjacent the disk I8. The outer peripheral edge of the clutch disk I8 is serrated to flt over the keys I5 provided in the ily wheel engaging portion of the clutch I6 so that this clutch disk member I8 may have longitudinal movement relatively to the parts I6 but is continuously driven thereby. 'I'he disk member I8 being splined to the sleeve 28 revolves the sleeve and with it, the gears 29 and 30, and through the medium of its teeth 32, drives the meshing gear 35 reference to which will be hereinafter made. The hub or extended portion of the disk I8 is journalled in the ball bearing 36 which is supported in a suitably shaped section of the housing 5.

The sleeve 28 is maintained in spaced relation with the shaft I0 through the medium of the roller bearing 31, in addition to the ball bearings 21 hereinbefore referred to. The member I8 being splined as at 38 to the sleeve 28 may have longitudinal movement thereon and 4this movement is accomplished through the medium of the forked lever 39 whose bifurcated end bears against the outer race of the ball bearing 36, the opposite end of the lever 39 being connected through the medium of the link 40 at the closed movable end 4I of the bellows 42. This bellows is of the usual metallic type, expandable under pressure, and fluid is led into the bellows 42 through the medium of the pipe 43, this pipe 43 being one of a series which connect the various bellows (used in the operation of the gears) which terminate in the block |02, see Figure 3, secured in any suitable manner to the housing 5 and its associated parts. The lever 38 being pivoted as 5 at 45 when the bellows 42 are distended will, through the ball bearing 36, move the member I8 toward the left as seen in Figure 2 with the result that it will bring the plates I3 and I4 of the clutch together and thus transfer the drive or rather, 10 cause a direct drive from member I6 through the hub portion II of the clutch to directly drive the` shaft III, the peripheral edge of the member I8 being notched and fitted over the keys I5 of the member I6 will be constantly driven. The l5 direct drive, therefore is accomplished by inflation of the bellows to operate the clutch lever 39 so that the plates of the clutch are moved to contact with each other so that drive occurs between the parts of the clutch and directly 20 through the shaft I0 to the connecting unit 20 carried on the outer end of the shaft.

In order that various changes of speed may be accomplished, I have made use of a construction which is substantially similar on the various 25 shafts 6, 1 and 8 and it is not believed that a detailed description of all three of the shafts is necessary inasmuch as substantially all of the parts are identical and the operation of each of the shafts is identical in changing the speed of 80 the vehicle.

As illustrated in Figure 2, the casing 5 is arranged to support the ball bearing 46 in which is journalled the hub of the gear 35 which meshes with the teeth 32 of the sleeve 28. The hub of 35 the gear 35 through the medium of a key or connecting screw 41 is secured to the sleeve 48 which surrounds the shaft 1, the sleeve 48 being suitably spaced from the shaft by the use of suitable nipples or bushings. One end of the shaft 1 is pro- 40 vided with a bonnet 49 which fits within the ball bearing 50, the outer race being seated in a cap 5I which provides a closure for the bellows 52 which is similar to the bellows 42 and is provided with an inlet pipe 53 from which uid under pres- 45 sure is obtained for expanding the bellows 52 to cause longitudinal or endwise movement of the cap 5I and consequently through the ball bearings 50, longitudinal or endwise movement of the shaft 1. The opposite end of the shaft is provided with a plate 54 which is secured through the medium of bolts 55 only one of which is illustrated, with the disk member 56 of a clutch. The clutch consists of the hub portion 51 which is provided with the keys 58 which the disks or plates 55 59 engage, these disks being serrated on their inner circumference and so arranged that they may have sliding movement longitudinally of the keys 58 but are rotated thereby with the hub portion 51 of the clutch. This hub is provided 60 with suitable springs 60 only one of which is illustrated, which normally maintain the disk 56 in spaced relation with the rst set of plates 6I which are serrated on their outer circumference and are arranged to engage the keys 62 formed in 65 the inner circumference or wall of the clutch drum 63. 'I'his drum 63 provides a housing for the clutch mechanism just described and is provided with a forwardly extending tubular portion 64 to which is splined the reversing clutch gear 70 65 and on which is carried the transmission gear 66, free to rotate on its bushing.

The gear 66 is provided with clutch teeth 61 which engage with the teeth 68 provided in an annular recess of the gear 65, this gear being also 15 through the medium of a link 15 to operate the rock lever 16 secured to the stub or pivot shaft 12 to which the yoke 1| is secured. The sleeve 64 is arranged to rotateindependently of the tubular shaft 48 and is spaced therefrom through the medium of the roller bearings 11. The sleeve 64 is also journalled in the ball bearings 18 suitably secured in the housing 5. It will be noted that all of the clutches are disposed exteriorly of the housing or casing 5, whereby access thereto may be readily had,

As mentioned above the construction employed on shafts 6 and 8 is similarV to that employed on shaft 1. Referring to Figs. 2 and 4 the hollow shaft 48 around shaft 6 carries gear 6A and the sleeve 64 around shaft 6 carries gear 6B, said gears 6A and 6B meshing with gears 38 and 25 respectively to transmit a second speed. Similarly the hollow shaft 48 around shaft 8 carries gear 8A and the sleeve 64 around shaft 8 carries gear 8B said gears 8A and 8B meshing with gears 29 and 25 respectively to transmit a third speed.

In the operation of the mechanism as described, the power derived from the fly wheel |1 constantly operates the member I6 of the clutch and continuously drives the member |8 of the clutch which is splined to the sleeve 28 and which in turn is meshed through the gear teeth 32 to the gear 35 so that in low speed drive, inflation of the bellows 52 will force the cap 5| toward the right in Figure 2 and the shaft 1 will be moved in the same direction with the result that the member 56 of the clutch combination will draw together the plates 59 and 6I and will transmit the drive from the hub member 51 of the clutch to the outer member 63 driving the sleeve 64 and with it, the gear 66 which meshes with the gear 25 on the shaft i8 so that the low speed drive is transmitted to the propeller unit 28. For second speed drive a similar fluid pressure actuated clutch unit 63 on shaft 6 effects driving connection between gears 6A and 6B, thereby causing the drive to go from main sleeve 28 through gear 38 to gear 6A (on hollow shaft 48 around shaft 6), to gear 6B and thence to gear 25 and shaft I8. For a third speed drive the iuid pressure actuated clutch unit 63 on shaft 8 effects driving connection between gears 8A and 8B. thereby causing the drive to go from main sleeve 28 through gear 29 to gear 8A (on hollow shaft 48 around shaft 8) to gear 8B and thence to gear 25 and shaft I8. In a direct drive of the vehicle, expansion of the bellows 42 will rock the rock arm 39 with the result that member i8, as before mentioned will contact the plates i3 and I4 and cause drive directly through the hub member to the shaft I8. For the reverse drive of the vehicle, the bellows 52 will be expanded and the drive will take place as before described in connection with the sleeve 64 to which is splined for sliding movement the clutch gear 65 which performs the reversing operation, when it is moved to the position shown in outline in Figure 2. The gear 65 being splined to the sleeve 64 driven thereby and in the position shown in outline, is in mesh with gear 88, see Figure 4, which is an idler gear and which, together with gear 8| is secured to the countershaft 9 journalled in the casing 5, the gear 8| meshing with a and driving the gear 25 which is keyed to the shaft I8, it being understood that the interposition of the gear 88 between the gear 65 and the gear 25 will reverse the direction of rotation of the shaft I8. i8

When the reverse gear 65 is in its non-reversing position as indicated in the full lines in Figure 2, it meshes with the teeth 61 of the gear 66 and the reverse gear 65 being splined to the sleeve 64 will transfer the rotary motion of the l5 sleeve 64 to the gear 66 to permit its drive of the gear 25.

Except for reverse operation, as exiplained above, no shifting of the gears is required to effect change in speeds. The gears for the respec- 20 tive forward speeds are in mesh at all times but the drive through each train is controlled by a separate clutch which effects required connections between the respective gear shafts and sleeves as described. 25

The casing is cast to provide a plurality of reservoirs and conduits, the main or supply reservoir being indicated in Figure 3 by the numeral 83 and being partially lled with any suitable fluid 84 which will serve the purpose of my invention. 88 The reservoir 83 is provided with the pump cylinder 85 in which operates a piston 86, against the action of al spring 81. The piston 86 is connected by a rod 88 to the operating plunger 89 whose upper end slides through a bonnet 98 85 which is secured to the piston housing 9|, in which housing is also encased a spring 92 which retains a packing in place. A cam roller 93 is carried in an extension of the plunger 89 and is held against a cam 94 by the pressure of the 40 spring 81. The cam 94 is mounted on the shaft 8 and revolves therewith so that during the operation of the shaft 8, the. pumping operation will be continuous and the reciprocations of the piston 86 will alternately draw the liquid 84 out 45 of the reservoir 83, past the check valve 95, throughthe passage 96 and into the compression chamber 91 from whence on a downward movement of the piston 86, it will be forced out through the check valve 98 through the con- 50 duit 99 and into the compression chamber |88. In the compression chamber there will be provided an air cushion |8| which will facilitate ease in flow of the liquid when it is used in operating any of the Various bellows in the operation 55 of the vehicle.

A valve housing |82 is provided in the nature of acasting which may be` secured in any suitable manner to the exterior of the casing 5 and which is provided with a vertical fluid bore |83 60 whose Vlower end opens into an auxiliary or discharge reservoir |84, this reservoir being connected through the medium of the conduit |85 and through a conduit |86 with the main reservoir 83. The conduit |85 opens into a check 65 v/valve chamber |81 in which a spring operated check valve |88 is housed, this valve acting to regulate the pressure in the chamber |88 so that should the pressure of the fluid 84 therein become excessive, it will operate against the ball |88 and 78 will find its way back into the chamber 83'through the conduit |86 or will overflow into the auxiliary or discharge reservoir |84, it being evident, of course, that the liquid inthe reservoir |84 and in the vertical conduit |83 will assume the level 16 iposition, will register with the horizontal bore 5 provided in the valve block |02. 'I'he continuation of the bore ||5 on the opposite side of the plunger bore ||0 is designated at I I6 and joins the vertical bore |03 so that a clear passage iis provided through the bore H5, ||6 and |03 to the auxiliary or discharge reservoir |04, when the plunger is depressed to bring the annular groove 3 into register with the bores ||5, IIB. Depression of the plunger is performed :through the medium of a rock arm ||1 which is pivoted as at ||8 to the casing 5, and is engaged by the cam portion ||9 of a foot lever |20 which is also pivoted to the casing in any suitable manner. The valve block or housing |02 is provided with an upstanding, tubular extension |2|, the bore |22 of which is arranged to receive the tubular or hollow plunger |23. The upper end of this plunger |23 is closed through the medium of a suitable plug |24 to which is pivoted, the link The upper end of the link is connected to a bell crank |26 which, in turn, through the medium of a link |21 is operatively connected to the extended portion |28 of a hand lever |29, this hand lever being pivoted as at |30 on a bracket '-|3| which is secured to the easing 5. 'I'his bracket 3| also serves as a support for the bell crank |26.

Manipulation of the handle |29 will provide practically all of the gear change operations, the handle being shifted to raise and lower the plunger |23 so that a longitudinal groove 32 in the surface of the plunger moves down to permit flow of the liquid under pressure through the conduit 5 and through a circumferential groove |33 in the plunger |23 into any one of the feed bores 34 which open into the bore 22 and are also arranged to register with the openings |35 in the tubular plunger |23 which is open at the bottom. Assuming that the vehicle is to travel at a certain speed, the lever |29 is manipulated until the plunger |23 against the action of the spring detent |36 is moved until the annular groove |33 which opens into the longitudinal slot |32 of the plunger is opposite any one of the orices |34 thus permitting iiow of the liquid under pressure through the conduit ||5 into the longitudinal slot |32 through the groove |33 into the orice |34 and into any one of the conduits |31 which lead the liquid under pressure to the bellows. As indicated in Figure 3, thel uppermost conduit |31 might be arranged to lead to the rst or low speed bellows, while the next lowest conduit would lead to the second speed bellows, the next lowest, to the third speed bellowsvand the lowest to the high speed bellows which would be the direct drive, it being immaterial how the conduits are arranged because a certain operation of the hand lever |29 would produce the required result which would be standard.

In the operation of the plunger, the liquid is forced through the passageway |38 from the chamber |00 and through the passage |39 of the plug |40, the inner end of the plug forming a seat vfor the ball I 4| which is retained in position by the action of the spring |42. The action of the spring and the ball is to control the application of the pressure to the bellows as the plunger moves upwardly. In the bellows there are provided air pockets or air cushions for easing the operation of the parts so that no jarring occurs 5 in the changing of the speeds by reason of the change of gear ratio. 'I'he liquid under pressure passing through the bore |39 and past the ball |4| travels up in the bore ||0 and through the slot 5, and the bore ||4 and into the slot or 10 groove |32, through the peripheral groove |33 and into the conduit in register with said groove |33.

Assuming that, as indicated in Figure 3, the upper conduit-has been supplied with liquid and it is 16 desired to change to another speed, the plunger 23 is depressed until the groove |33 is in register with the next lowest conduit and the liquid under pressure then enters the conduit but in the meantme, one of thel openings |35 in the tube 20 has come into register with the uppermost conduit or orice 34 and has permitted back iiow of the liquid from the bellows down through the hollow plunger |23 and into the auxiliary discharge reservor |04. In this manner, any of 25 the parts may be operated in succession as rapidly as desired without the necessity of waiting until the gears have slowed down in their operation, which is necessary in the old type of sliding gear transmission. 30

An added feature of my invention is the use of the plunger to disengage any clutch which may be engaged thus aiording a convenience in coming to a sudden stop or in maneuvering when both hands are required on the wheel. Depres- 35 sion of the plunger will bring the annular groove I3 into register with the conduits I5 and 6 with the result that pressure in any of the bel-l lows would be released and the liquid therein would iiow through the conduits I I5, |6 and back o into the 'auxiliary reservoir |04, through the conduit |03.

When the plunger has been depressed to release the pressure to disengage the clutch to which pressure has been applied, its release, in the absence of a spring valve as illustrated, would permit a sudden and uncontrolled application of pressure. 'I'he use of my valve permits the application oi pressure in an amount governed by the distance the plunger is raised and it is thereo fore possiblev to partially engage a clutch with just suilicient pressure to carry out the desired maneuver.

With my improved transmission, control is u through the medium of a hand lever which is moved from one notch to another, each notch controlling one gear ratio. Considerable time during which the engine cannot deliver its power is thereby saved as compared to the usual 60 method of gear change and a more prompt and smooth acceleration is obtained. The use of air cushions C within the bellows provide a cushioning during application of the clutches. It

is to be understood also that while I have shown 66 bellows, pistons may be effectively employed or any means may be employed whichtake advantage of a pressure operating upon a moving part to throw clutches into operating position so that gears which are constantly vin mesh will operate 'o to provide the speed ratio desired.

I have also shown a reverse gear which is operated through a lever and which is applied after the same manner of a sliding gear arrangement but it is to be understood that this gear may u also be shifted through the medium of the bellows, if desired.

It is also possible that instead of manual operation of the control valve, it may be operated automatically so that changes in engine torque or speed or both may apply the clutch, controlling the proper gear for any desired condition. The engine intake manifold vacuum would be one source of power available for this purpose and any means might be employed whereby the operator can disengage any clutch which may be engaged by depression of the plunger The most important objects of my invention, therefore, are the use of clutches that are oontrolled by pistons, bellows or the like, actuated by hydraulic pressure, the gear change being accomplished by manually operating a valve which permits fluid pressure to act upon the bellows or pistons corresponding to the desired gear ratio. I have also made use of a hydraulically controlled transmission in which dry plate clutches are employed together with air cushioned compression chambers.

It will also be noted that the clutches are disposed outside of the casing so that access thereto may be readily had and a compact construction is obtained. A special valve is employed for the gradual application of the pressure to the bellows.

Any means may be employed for lubricating the mechanism.

In Figure 7, the link |25 instead of connection through the links |26, |21 and |28 to lever |29, is joined pivotally to the end of a lever |50 pivotally secured at its opposite end to a fixed bracket I 5|. Intermediate its ends the rod |53 is pivoted to the lever |50 and moves the same to operate the valve |23. Upward movement of the rod |53 is yieldably resisted by the spring and collar combination |54 and the rod |53 passes into the diaghragm chamber |55 for connection to the diaphragm |56. Entering the chamber 55 below the diaphragm is the pipe |51, Whose lower end contains a choke valve |58 and connection through pipe |59 to a Aiuid supply chamber |60. 'I'his chamber is connected with pipe |51 by another pipe 6| in which is positioned a gear pump |63 driven by a shaft |64 whose speed varies with the speed of the engine. 'Ihe pump circulates uid through pipes |6|, |51 and |59 and choke |58 and the pressure on the diaphragm depends upon the adjustment of the choke and the speed of the pump. Diaphragm |56 is, therefor raised against the pressure of spring |54 depending upon the speed of the pump, to in turn operate the lever `|50 and adjust the valve |23. The diaphragm chamber |55 receives the tube |65 above the diaphragm |56, which tube is a vacuum tube leading from the engine intake manifold. When the engine intake manifold vacuum increases or decreases pressure on the upper surface .of the diaphragm varies, thereby altering the action of the diaphragm and its consequent operation of lever |50. Engine manifold vacuum decreases when engine torque increases. The position of the control valve |23 is determined by various combinations of engine torque and speed and when torque decreases it will require less pump speed to raise the valve |23 to a given position and vice versa.

While I have illustrated and described my invention with some degree of particularity, I realize that in practice various alterations therein may be made without'departing from the spirit of the invention or the scope of the appended claims.

What I claim isz- 1. In'a vehicle transmission mechanism, a longitudinally movable shaft, an inner sleeve, and an 5 outer sleeve on said shaft, clutch members on said sleeves for transmitting drive from' one sleeve to another, means associated with said shaft for uniting the clutch members upon a movement of said shaft, and a pressure operated member lo for moving the shaft.

2. In a vehicle transmission mechanism, a main drive shaft, a main drive sleeve, means for revolving the sleeve, a longitudinally movable auxiliary shaft, an inner sleeve, and an outer sleeve 15 on said `auxiliary shaft, a driving connection between the main drive sleeve and said inner sleeve, clutch members for operatively connecting the inner and outer sleeves, means carried by the driving relation upon a longitudinal movement of said shaft, means for moving said shaft longitudinally,` and a. driving connection between the outer sleeve and said main drive shaft.

3. In a mechanism of the character described, 25 a plurality of longitudinally expandable chambers, a reservoir, a pump, means for actuating the pump, a pressure chamber into which liquid is forced by said pump from the reservoir, a valve housing having a conduit therein, a grooved 30 valve for admitting fluid to the conduit, means for moving the valve to bring the groove into register with the conduit whereby discharge of the fluid through the conduit is permitted, a fluid diverting valve associated with said conduit, 35 and passages connecting each of said chambers with said valve.

4. In a mechanism of the character described, a valve block having a pressure conduit and a valve bore therein, outlets from said block, a movable valve in the bore provided with a slot and a connecting groove, the slot being in register with the conduit, and the groove being arranged to register with any of said outlets upon selective movement of the valve, and means for moving the valve.

5. In a vehicle transmission mechanism, a driving sleeve, a main shaft, an auxiliary driving member, a main driving clutch, an auxiliary clutch, pressure operated means for actuating 5o the main clutch whereby drive is directly through said main shaft, pressure actuated means for operating the auxiliary clutch whereby drive is through said driving sleeve, auxiliary driving member and main shaft, a casing in which said 55 driving members are housed, and all of said clutches being exterior of said casing.

6. In a mechanism of the character described, a casing, a plurality of shafts in the casing, clutches on said shafts, a fluid pressure control member for each of said clutches, said control members being disposed within the casing and said clutch members being positioned exterior of said casing, a pressure pump, and a valve for selectively supplying fluid under pressure to the control members.

7. In a mechanism of the character described, a casing, a plurality of shafts in the casing, clutches on said shafts, driving connections between the shafts arranged in vcompact relation, 70 a uid pressure control member for each of said clutches, said control members being disposed within the casing with said drive connection and said clutch members being positioned exteriorly of said casing, a pressure pump, a valve for se- 75- lectively supplying the uid under pressure to the control members, and means in the valve for releasing the pressure upon a predetermined movement of said valve.

8. In a mechanism of the character described. a chamber. in which liquid under pressure is stored, a valve housing having a valve bore connected to said chamber, a spring, a valve held by the spring for yieldably opposing the passage into the bore of the liquid under pressure, and means for altering the tension of said spring.

9. In a transmission mechanism, a main shaft, gears associated with the main shaft, a countershaft, gears associated with the countershaft and engaging the gears of the main shaft, a clutch on the main shaft for connecting the main shaft directly to the engine, a clutch on the countershaft for joining the countershaft gears to cause power to be transmitted through the countershaft gears to the main shaft, iiuid operated means for applying pressure to the clutches, a valve for diverting the fluid to selectively apply pressure to either clutch and a second valve for releasing and applying pressure to the clutch selected by the iirst mentioned valve.

l0. In a transmission mechanism, a main shaft, gears associated therewith, a countershaft, gears associated with the countershaft and engaging the gears of the main shaft, a clutch on the main shaft for connecting the main shaft directly to the engine, a clutch on the countershaft for joining the countershaft gears to cause power to be transmitted through the countershaft gears to the main shaft, iluid operated means for applying pressure to the countershaft clutch, a control member, and means for altering the pressure in accordance with the position of the control member.

11. In a transmission mechanism, a main shaft, gears associated therewith, a countershaft, gears associated with the countershaft and engaging the gears of the main shaft, a clutch on the main shaft for connecting the main shaft directly to the engine, a clutch on the countershaft for joining the countershaft gears to cause power to be transmitted through the countershaft gears to the main shaft, fluid operatedI means for applying pressure to the countershaft clutch, and means for yieldably opposing the application of pressure to the clutches.

12. In a transmission mechanism, a main shaft, gears associated with the main shaft, a countershaft, gears associated with the countershaft and engaging the gears of the main shaft, a clutch on the main shaft for connecting the main shaft directly to the engine, a clutch on the countershaft for joining the countershaft gears to cause power to be transmitted through the countershaft gears to the main shaft, uid operated means for applying pressure to the clutches, a chamber partially filled with air and containing fluid under pressure, a valve for diverting the uid to selectively apply the pressure to either clutch, and a second valve for releasing and applying pressure to the clutch selected by the first mentioned valve.

13. In a transmission mechanism of the character described, a clutch, iiuid operated means for applying pressure to operate said clutch, a controlmember, and means for altering the pressure in accordance with the position of the control member.

14. In a vehicle transmission, a drive shaft, a countershaft, a gear mounted on said countershaft and driven from said drive shaft, a rod, a

countershaft sleeve, clutch parts on said countershaft and said countershaft sleeve, a radially extending member to provide a driving connectionvbetween said clutch parts.

15. In a transmission of the character described, a plurality of clutches for establishing the drive through different gear ratios, means for selectively applying iluid pressure to the clutches 10 and other means for releasing and reapplying said pressure to said clutches independently of said iirst means, thereby to interrupt and reestablish the driving connection.

16. In a vehicle transmission mechanism, a drive shaft, gears for transmitting drive to said shaft, a plurality of clutches for transferring d-rive from a source of power to said shaft, through said gears, and each through a different gear reduction, fluid operated means for applying pressure to the clutches, a valve for diverting the fluid to selectively apply pressure to any clutch and a second valve for releasing and applying pressure to the clutch selected by the first mentioned valve thereby to interrupt and re-establish the driving connection.

17. In a transmission mechanism, a plurality of clutches, a iiuid pressure reservoir and means for continuously maintaining a supply of fluid under pressure therein, fluid operated means for applying pressure to the clutches, a valve for diverting the fluid to selectively apply pressure to a clutch and a second valve for releasing and applying pressure to the clutch selected by the first mentioned valve.

18. In an engine driven vehicle transmission, mechanism, a plurality of shafts, and gears for operatively connecting said shafts, individual clutches for operatively connecting said shafts o through various gear ratios, fluid operated means for actuating the clutches, and means automatically responsive to changes in engine torque and speed for automatically selecting the clutches to be operated by said fluid operated means.

19. In a. iluid pressure operated change speed transmission, a plurality of gear trains of different gear ratios, a fluid pressure system including a plurality of clutches for making each gear ratio effective, means for selectively directing fluid under pressure to each of said clutches and means for releasing the pressure on any clutch which is in engagement at any instant without releasing the pressure in the entire fluid pressure system and without disturbing the setting 55.

of said selective means.

20. In a vehicle transmission mechanism a driving shaft, a driven shaft, a clutch for effecting a, connection between said driving shaft and said driven shaft, a movable member for opere0 ating said clutch, means for moving said member comprising an expandible unit defining a fluid pressure chamber having an inlet for admitting fluid under pressure thereto, said inlet communicating with said chamber at a point such that during admission of fluid to said chamber such iluid will seal said inlet against egress of air before said chamber is completely filled with fluid, thereby to provide an air cushion adjacent to said clutch for insuring a gradual application of pressure thereto and a fluid pressure supply `,ystem, including a separate air compression chamber co-operating with said air cushion to v avoid jerky clutch action.

21. In a vehicle transmission mechanism a driving shaft, a driven shaft, a clutch for effecting a connection between said driving shaft and said driven shaft, a movable member for operating said clutch, means for moving said member comprising an expandible unit defining a fluid pressure chamber having an inlet for admitting fluid under pressure thereto, said inlet communicating with said chamber at a point such that during admission of fluid tosaid chamber such fluid will seal said inlet against egress of air before said chamber is completely filled with fluid, thereby to provide an air cushion adjacent to said clutch for insuring a gradual application of pressure thereto and a fluid pressure supply system for supplying fluid under pressure to said expandible unit.

22. In a power transmission, rotatable driving and driven members, a clutch for transmitting rotation from said driving to said driven members including clutch parts connected to said members, and means for moving said clutch parts into and out of engagement comprising an antifriction bearing having a non-rotative race and means engaging said race to transmit thrust thereto to hold said clutch parts in engagement.

23. In a change speed power transmission, a prime mover, a driving shaft and means for transmitting power from said prime mover to said driving shaft comprising a countershaft, a sleeve rotatably carried by said countershaft, a pair of continuously intermeshing gears connecting said sleeve and driving shaft, a gear train continuously connecting said countershaft in driving relationship with said prime mover, and clutch means between said countershaft and sleeve for causing power to be transmitted through said countershaft and sleeve to said driving shaft.

24. In a transmission mechanism, a prime mover, a driven shaft, a countershaft, a counter sleeve surrounding said countershaft, a gear train causing continuous rotation of said countershaft with rotation of said prime mover, gears connecting said counter sleeve with said driven shaft, and a clutch for connecting said counter sleeve with said countershaft.

25. In a mechanism of the character described' a driving shaft, a driven shaft, a plurality of auxiliary shafts, auxiliary sleeves on each of said auxiliary shafts, a gear train between said driving shaft and each of said auxiliary shafts, a gear train between each of said auxiliary sleeves and said driven shaft, clutches for connecting each of said auxiliary shafts with its corresponding sleeve selectively as desired and automatic means for operating said clutches.

26. In a vehicle transmission mechanism, a

main driving shaft, a clutch therefor, a driven shaft, driving connections between said shafts,

an auxiliary clutch on said driven shaft, a sleeve driven by the clutch to provide driving action,

a radially extending member constituting a part of the clutch and movable to provide through the auxiliary clutch a driving connection between said driven shaft and sleeve, a rod secured to the radially extending member and pressure operated means for moving said rod longitudinally.

27. A transmission mechanism of the character described, a clutch, fluid operated means for applying pressure to engage said clutch, a fluid pressure reservoir of the accumulator type, a conduit connecting said reservoir and said fluid pressure operated means, a valve in said conduit between said reservoir and said fluid operated means and a second valve in said conduit also between said reservoir and fluid operated means for graduating the pressure of the fluid passing through said conduit thereby to insure smooth clutch application.

28. In a, fluid pressure transmission mechanism for an automotive vehicle having a prime mover, a driven shaft, a plurality of gear trains of different gear ratios interposed between said prime mover and driven shaft, fluid pressure operated clutches for making the different gear ratios effective and a fluid pressure pump in continuous driving relationship with said prime mover through certain of the members of said gear trains.

29. In an engine driven vehicle transmission mechanism, a plurality of shafts, and gears for operatively connecting said shafts, individual clutches for operatively connecting said shafts 40 through various gear ratios, fluid operated means for actuating the clutches, differential means connected with an element of the engine the operating conditions of which vary in accordance with torque conditions and said differential means also connected with an element in geared relationship with the engine the 4variations of which are in accordance with changes in speed conditions thereby to automatically select the clutches to be operated by said fluid operated means in combined response to torque and speed conditions.

WILLIAM T. LIVERMORE. [L.S.] 

